Automatic brake-setting and signaling apparatus.



un. 655,134` Patented Aug. 7,1900. c. BERGMANN.

AUTUMATIC BRAKE SETTING AND SIGNALING APPARATUS.

` (Application led Apr. 26, 1900.) (No Model.) V 2 Sheets-Sheet I. Y

we Nonms Psfzus co, wocmumo, msmwmon. n` c.

Patented-Aug. 7, |900.v

` c. BERGMANN. AUTOMATIC BRAKE SETTING AND SIGNALING APPARATUS.

(Application filed Apr. 2-6, 1900.)

2 Sheets-Sheet 2 (No Model.)

TH: "cams Evans cu., rncfomwo, wAsmNs-ruu. n. c.

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. tomatically set and the engineer notilied,

CHARLES BERGMANN, OF PITTSBURG,

PATENT Unsinn,

PENNSYLVANIA, AssiGNon or 'rwo FlFTI-IS TO J. E. OSHEA, OF SAME PLACE.

AurolviArio BRAKE-s'sr'rinc AND slcnALivNe APPARATUS'.

srnerrionfrrolv for-ming partei Letters patent No. 655,184, eaten August 7, i906,

' Application inea April 2s, 1900.l

To ail whom t 11n/ay concern:

Be it known that I, CHARLES BERGMANN, a citizen of the United States, residing at- Pittsburg, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Automatic Brake-Setting and Signaling Apparatus, of which the following is a specification.

This invention relates to a safety appliance for railway-trains, and has special reference to an automaticallyoperating brake-setting and signaling apparatus associated with the Huid-pressure or air brake system of the train and designed to automatically provide for setting the brakes and simultaneously notifying the engineer upon a train coming into dangerous proximity to a succeeding train or to an obstruction across the track of such a nature as would closev the track-'circuits forming a part of the apparatus..

To this end the invention has in `view the provision of a novel and efficient brake-setting and signaling apparatus which provides means for automatically7 applying the brakes and notifying the engineer of the necessity of closing the throttle whenever two or more trains enter upon the same block or section from the same or opposite directions or approach Within a given distance ofthe termini of two adjacent blocks or sections. In one of its special applications theapparatus provides means for automatically setting the brakes should one train be departing from a block at the time a second `train is entering the same block. With this condition existing the brakes of the second or following train which is entering the block will be auwhile the brakes of the first train departing from the same block will be unaifected, so that the movement of said train Will not be interfered with.

In carrying out'the invention one of the special objects thereof is to associate the aircontrolling mechanism of the apparatus with the pipe leading from the main reservoir to the engineers brake-valve, so that when the said air-controlling mechanism is set into action to release the air from the train-line or brake-pipe, as it is commonly termed, the supply of air from the main reservoir will be Serial No. 14,479. (No model.)

cut off entirely from the engineerfs brake-l valve, sothat the engineerwillhave no con-l trol whatever of the excess pressure of air in the main reservoir,and therefore by the manipulation of the brake-valve could not release vthe brakes, and the said brake-valve' can only be operated .to release more air from the train-line, and thus Asecure a tighter setting of the brakes.

Heretofore devices have been provided in connection with the ordinary air-brake sys; tem to provide for automatically releasing or exhausting the air from` the train-line or brake-pipe to insure an automatic setting of the brakes when trains are in unsafe proximity to each'otheigbut in all of such de-` vices the air-release mechanism has been arranged at some point between the engineers brake-valve and the equipment foreach car or vehicle, and therefore does not interfere with a direct connection between the main reser voir and the engineers brake-valve, thus giv ing the engineer power to throw the excess pressure from the main reservoir into the train-line or brake-pipe, and thus release the brakes. The present invention, however, entirely obviates this possibility by simultaervoir at the time of releasing orexhausting 1 air from the main train-line orbrake-pipe.

` With these and many other objects in view, which will readily appear to those familiar with the art as the nature of the invention is better understood, the same consists in the novel construction, combination, and arrangement of parts hereinafter more fully described, illustrated, and claimed.

The essential features of the invention, involving the special construction of the aircontrolling mechanism and the novel arrangement thereof at a point between the main reservoir and the engineers brake-valve, are necessarily susceptible to some `modification without departing from the spirit or scope of the invention but the preferred embodiment of the improvements is shown in the accom-- panying drawings, in which- Figure l is a diagrammatic view of that the Testinghouse type which is applied to IOO anism constituting the improvement sought tobe'covered. Fig. 3 is a diagram matic view of the track, showing a greater number of blocks to more clearly illustrate the manner of connecting in the same circuit opposite rails of alternating blocks. Fig. 4 is a side elevation, partly in section, of the air-controlling mechanism, showing the same in action to cut olf the main reservoir from the f engineers brake-valve and permitting the air to exhaust or escape from the train-line or brake-pipe. Fig. 5 is a complete sectional view ofthe air-controlling mechanism, illustrating'the normal or at-rest position thereof, with the line of communication between the main reservoir and the engineers brake# valve uninterrupted. Fig. 6 is a detail sectional View of the air-release valve forming a part of the said air-controlling mechanism. Fig. 7 is a cross-sectional view on the line 7 7 of Fig. 5, showing the connection of the bypass with the casing for the plunger-valve and the relative positions of the air inlet and the exhaust ports of the said casing.

\ Like characters of reference designate corresponding parts in the several gures of the drawings.

En carrying out the present invention it is necessary to provide, in connection with the track, suitable normally-open circuits which may be closed at proper points through the axle `of the .train or trains, and while any particular arrangement of track-circuits in connection with the usual blocks is not necessary to the successful carrying out of the invention, still the4 preferred way of wiring the blocks is shown in Figs. 2 and 3 of the drawings. The blocks of thev railwaytrack are ofthe usual lengths and are designated by the reference-letters A, B, C, and D; butto insure a successful operation of the apparatus claimed herein the contiguous ends of adjoining blocks are insulated, as at I, and overlap, whereby the rail of one block will project partlyinto an adjacent block, so that the locomotive of a train will enter upon a succeeding block, while the larger portion of the said train remains within the immediately-preceding block. This arrangement becomes important to provide for automatically applying the brakes to the train which enters the block fromV which another train has just departed, as will be hereinafter more fully explained; but the necessary action of the apparatus may be effected by including alternately ina normally-open `incomplete circuit the blocks A and C, B and' D, dac. The said circuit for A and C is designated bythe characters a ando, and thecircuit for the blocks B and D by the letters b and d, as plainly shown in Fig. 3 of the drawings, and each of said normally-open incomplete circuits includes abattery l or other source of electrical energy. It will be observed that the circuit-wire a leads from one pole of the battery to one rail of the blockv A, while the wire c for the same circuit leads from the other pole of the batteryto the opposite rail of block C'. This order is preserved throughout the entire track and is substantially the same system of wiring as disclosed in Patent No. 522,757. It is therefore understood that the system of wiring is shownsimply for illustrative purposes and is not claimed herein, as any equivalent system could be employed that would secure the desired operation of theair-cntrolling mechanism. v

A detailed description of the fluid-pressure or air brake system vof the train is unneces sary, asthe present invention is designed for use in connection with the ordinary system, commonly known as the Westinghouse air-brake system, in which the brakes are antomatically applied by exhausting or releasing the air from the main train-line or brakepipe either from the engineers brake-valve or at any other point in the line thereof. This system involves the employment of an ordinary brake-valve 2, which is'usually arranged in the cab of the locomotive and has a direct pipe connection 3 with the main reservoir 4, which receives its supply of air from the air-pump 5, operated and controlled in the usual manner. The engineers brake- -valve 2 also has connected therewith'the main train-line or brake-pipe 6, whichV communicates with the apparatus of the entire trainthat is, the triple valve, auxiliary reservoir, and brake-cylinder of4 each car. are common appurtenances of the Westinghouse air-brake system and need not be illustrated or described, as it is well understood that the automatic action of the brakes is due to the action of the triple valve in connection 4with the auxiliary reservoir andy brake-cylinder associated therewith and that'a reductionof air-pressure in the train-line or brake-pipe causesV the greater pressure remaining-stored in the auxiliary reservoir to force the piston These parts:

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of the triple valve and its slide-valve toa position which will allow the air in the auxiliary reservoir to pass directly into the brakecylinder to apply the brake. In the action of. the air-brake vsystem when the pressure in the train-line or brake-pipe is` again restored to an amount in excess of that remaining in-the auxiliary reservoir the triple Valve is actuated to open up communication cess pressure in the main, reservoir is cuto.

'again with the auxiliary reservoir and to from the control of the engineer it is impossible for him to release the brakes by manipulat-ing the engineers brake-valve 2. It is for this very purpose that the present invention contemplates the positioning of the air-controlling mechanism (designated in its entirety by the letter M) in the line of the pipe 3 between the mainreservoir 4 and the engineers brake-valve 2, as plainly shown in Fig. 1 of the drawings. This air-controlling mechanism involves means for automatically releasing or relieving the air-pressure in the train-line or brake-pipe and simultaneously cutting olif communication with the main reservoir, and the instrumentalities for accomplishing these results will now be especially pointed out. The said air-controlling mechanism M includes a main-valve casing 7, having theopposite coupling-necks S and S, to which are respectively coupled the separate portions of the pipe 3, leading to the main reservoir and the engineers brake-valve 2, and the said main-valve casing 7 is provided with an interior ported valve-seat 9, which when uncovered leaves a free communication through the casing to the separate portions of the reservoir-pipe 3, as plainly illustrated in Fig. 5 of the drawings. The said interior ported seat 9 of the main-valve casing 7 is adapted to be covered and uncovered by one of a pair of spaced cut-oi valves 10 and 10a, working within the casing-neck 1l, projected from one side of the casing 7 in transverse aiinement with the ported valve-seat 9. The said cut-off valves 10 and 10a are arranged in spaced parallel relation and are carried at one end of a reciprocatory main-valve stem 12, which slidably Works through guide-openings 13 at opposite ends of the air-escape chamber 14, which is interposed between the main-valve casing 7 and one end or side of the enlarged piston-chamber 15. rIhe said interposed air-escape chamber 14 is of alarger interior diameter than the diameter of the reciprocatory valve-stem 12, and at the end opposite its connection with the enlarged piston-chamber 15 the said air-escape chamber 14 is provided with a valve-seat 16, exposed within the valve-casing neck 11 and provided therein with a plurality of air-ports 17, which when uncovered provide a direct communication with the interior of the valve-casing 7 at one side of its seat 9 and the interior of the air-escape chamber 14. The ported valve-seat at one end of the chamber 14 is designed to be covered and uncovered by the outer cutoff valve 10a, which is spaced from thew terminal cut-off valve lO, which cooperates with the main-valve seat 9 of thecasing 7, and at this point it is to be observed that each of the cut-off valves 10 and 10ad is faced with a gasket 13, preferably of vulcanized spongerubber, which best insures an air-tight seating of the valve without possibility of sticking tothe valve-seat or otherwise becoming impaired; but it will of course be understood that other suitable .packing may be applied to the working faces of the valves l0 and 103. It is to be noted that the gaskets or working faces of the valves 10 and 10a are arranged in reversed relation, so that when the stem l2 carried onto its seat 9 and when the'stem is moved in the opposite direction the valve l0 will be carried onto the seat 16 to provide for covering the air-port 17 therein.

a suitable threaded-coupling connection 19 with the casing-neck 11; but it is obvious that any mechanical expedient may be resorted to for properly connecting the said air-escape chamber with the main-valve casing 7, and the same is true of the connection between the said air-escape chamber and the pistonchalnber 15, although the preferable manner of combining these elements is shown in the drawings and consists in providing the end cap 2O for one end of the said chamberl with an exteriorly-threaded collar 21', fitted in a correspondingly-threaded socket at one end of the chamber 14 and forniinga closure therefor, besides providing for the coupling together of the parts. y y

At a point intermediate its ends theairescape chamber 14 is provided with an airvent 22, opening through a coupling-neck 23, which supports an exhaust-chamber 24, constituting not only a chamber for the exhaust of air from the train-line, but also acts in the capacit-y of a casing for the air-release valve 25. The said exhaust-chamber 24 is prefer- -ably formed of two tubular casing-sections 24a 24", interiorly threaded to receive therein an exteriorly-threaded tubular nut 26, which tubular nut is designed to extend across the joint at the meeting edges of thesections and provides means for coupling the said sections together, besides serving the important function of a regulating-nut for adjusting the tension of the spring 27, arranged upon the stem 2S of the air-release valve 25. The stem 28 Valve 25 and is guided in its movements by the guide-bore 29, formed in one end portion of the nut 26, the opposite end `portion of which is provided with the air-passage 30, through which the air escapes into the extreme outer end portion of the outermost casing-section 24b and thence through the outlet-port 3l into the signal-whistle 32,'from which it escapes into the outer air. The inner end portion of the adjustable tubular nut 26, which receives the stem 28 of the air-release valve 25, bears upon one end of' the spring 27, the other end of which spring bears against one side of the valve 25 to provide for normally holding the same upon the ported seat 33, arranged at the extreme inner end of the exhaust-chamber or valve-casing 24. The ported seat 33 is preferably provided on the coupling-neck 23 and is provided with a central guide-opening 34 to receive the lower point it is to be observed thatthe said valve stern portion 35 of the valve 25, and at this is moved in one direction the valve 10 will be The air-escape chamber 14 preferably has IOO IIO

is projected from one side of the air-release 25 has tted to the working face thereof a gasket`36, of the same material as the gaskets 18, for the working faces of the cut-o valves and 10a. v Y Y i With reference to the spring 27 for the airrelease valve 25,"this spring is adjusted so that ,the said valve will open at any desired working pressure, according to the distance within which it may be predetermined the trainshould stop, and therefore when communication iscut off from the main reservoir bythe Valve 10 being closed uupon its seat 9 the pressure in the train-line or brake-pipe will reduce commensurate with the tension or adjustment of the spring 27, thus providing means for regulating the application of the brakes. The piston-chamber accommodates for movement therein a valve-actuating piston 37,'Which is of a materially-greater area than the cut-oit valves 10 and 10a, and said valveton-chamber 15.

actuating piston 37 is mountedk on the end of the valve-stem 12 opposite the cut-olii' valves and is designed to provide means when moved under-the pressure of air in one directionto unseat the valve 10a and at the same time to seat the valve 10 to cutoff communica-tion from the main reservoir, and. to assist in the reclosing of the valve 10iL and the adjustment of the valves-actuating piston 37 to a normal position Va readjusting-spring 38 is coiled around the stem 12 and interposed between one side of the piston 37 and the end cap 20 of thepiston-chamber. t

',The piston-chamber 15 is provided at the end or side opposite its connection with the air-escape chamber 14 with the combined` supply and exhaust passage 39, which is in communication with one end of a plungervalve casing 40, preferably in the form of a sleeve and detachably coupled, by means of a screw or equivalent joint 41, to the said pis- The said plunger-valve casing or` sleeve 40 is coupled at the end opposite its connectionkwith the piston-chamberl 15as at 42, with one side of a magnet-case 43.

j This'magnet-case is preferably provided at one side orend thereof with a detachable cap or cover 44 to render the parts therein accessible for repair or adjustment, and housed Within and suitably insulated from the said case 43 is a controlling-magnet 45, having connected therewith the binding-posts 46, located exterior to the case 43, and adapted to haveplay over one end of the magnet is the armature 47. The armature 47 is preferably held to a fixed movement by loosely working over V the fixed guide-pins 48, projecting from one end ofthe magnet-body, andjsaid armature 47 is rigidly fastened by any suitable means to the outer end ofthe plunger-valve 49 `in the form of a stem or rod working through the central bore or core 50 of the magnet and also extending into Vand slidably working sleeve 40.

The plunger-valve 49 has imparted thereto within the plunger-valve casing or- 4 'etais-1 from the magnet 47 a movement in one direction and is moved in the opposite direction so as to be carried to a normal at-rest position through the medium of" the retracting or setting spring 50a, which is coiled upon the reduced portion of the plunger-valveat the extreme inner end thereof, and has its opposite ends bearing, respectively, against the adjacent side of the piston-chamber to which the valve casing or sleeve is coupled. The stem or rod 49 performs the function of a plunger-valveby reason of the same being provided within its inner Iend portion with a longitudinally-disposed air-passage 52,-which is alwaysninl communication with the combined supply and exhaust passage39 of the piston-chamber 15, and the said air-passage 52 of the plunger-valve 49 has communicating therewith the inlet and exhaust ducts 53 and 54, respectively, which pierce the valve 49 laterally and are disposed in diierent transverse planes, whereby the said ducts may be separately brought into action. Both of the ducts 53 and 5.4'extend to the outer wall of the valve 49, while their inner ends are in direct communication with the longitudinal airpassage 52 of the valve, and the inlet-duct 53 of said valve is designed to be moved in and out of communication with the air-inlet port 55, formed in one side of the plungervalve casing `or sleeve 40 and communicating with one end of the'by-pass pipe 57,'which end of the by-pass pipe is suitably joined or coupled to the -valve casing or sleeve 40, and the other end of which pipe is connected -with that portion of the reservoir-pipe 3 1yin'g between the Vmain-'valve casing 7 of the apparatus and the main `reservoir 4 of the Aair-brake system, thus providing means when the duct 53 is brought in communication with the air-inlet port 55 for air to escape .from the main reservoir into the pistonchamber 15 at one side of the valve-actuating piston 37 therein. 4The air-exhaust duct 54, which is in a diiierent plane fromthe inletduct 53, is designed to be moved in and out of register with the exhaust-port 58, also formed in one side of the plunger-valve casing 40, and in communication V-wi-th the blow-o Whistle 59, suitably 'tted to the casing 40, and `not only providing for exhaustingsuch air as is permitted to pass through the port 58, but also acting in the capacity of a safetyV or 0 K signal, which sounds after the brakes 4have been released and the parts of the apparatus permitted to resumenormal positions. In the normal position of parts, when the handle of the engineers `brakevalve isset in position for running, the parts of the air-controlling mechanism are in such positions las to permit of a free communication through the pipe 3 and the main-valve casing 7 between the main reservoir4 of the system and the engineers vbrake-valve, so that the engineer may manipulate the latv ter `in the usual way to--meet ordinary con- Vthe shoulder 51 of' said reduced portion and IOO IIO

ditions. Hence in the nor-mal positionof the parts of the air-controlling mechanism the readjusting-spring 38, together withthe pressure of air in the reservoir pipe 3 and main-valve casin g 7, holds the cut-oit Valve 10a firmly to its seat 16, thereby covering the air-port 17 and cutting off communication between the interior of the main-valve casing 7 and the air-escapechamber 14. The air-release valve 25 is also relieved from airpressure, and the spring 27 holds the same to its seat 33 to cover the ports therein. Also the retracting or setting spring 50 for the plunger-valve 49 holdsthe armature 47 away from the adjacent end of the controlling-magnet 45, with the exhaust-duct 54 in communication with the exhaust-port 58, and the inlet-duct 53 out of register with the inlet-port 55,which communicates with the bypass pipe 57. The parts remain in these normal positions until a circuit is closed through .the controllin g-magnet 45 by the train reaching a position `Where it should he stopped. This condition will necessarily vary according to the particular arrangement of blocks and track-circuits which may be adopted; but for purposes of illustration it is shown in the drawings that when a train is entering. a block the air-controlling mechanism thereof will be actuated if the succeeding train has not entirely passed out of the same block. `This relation ofthe two trains is plainly shown in diagrammatic Fig. 2 `of the drawings, and, referring particularly to this gure, T No. 1 ,designates the iirst train which is passing out of block B into block C, and one of the rear axles of said train is in metallic contact with one of the rails of the block C and the opposite ,rail of block B on account ot the overlapping relation of these rails. T No. 2 designates the following train just entering block .Btrom block A, and the front axle thereof has entered entirely upon block B. With 4this position of the trains the circuit will be closed from one pole of the battery 1 through wire a, one rail of block A, tender or last car-axle of T No.2, wire m, leading from such axle to one of the binding-posts46 .of .the controlling-magnet 45, magnet 45, through .the wire m', connected with the other bindingpost 46 for the magnet, the front axle of train No. 2, one rail of block B, axle of train No. 1, and Wire c, and thence to battery 1. A

. .circuit is therefore closed through the convtrolling-magnet 45, and the same result would be effected in the event of any metallic obstruction, such as a car, across the track in the same position as the axle of train No. 1. (Shown in Fig. 2 ofthe drawings.) When .a circuit is thus automatically closed by the system of wiring described or by any other approved system of track-circuits which may be adopted, the controlling-magnet 45 of the air-controlling mechanism is energized, and thereby attracts its armature 47. Themovef ment of the armature is transmitted to the `plunger-valve 49, which moves the exhaust duct 54 out ot register and at the same time brings the inlet-duct 53 into communication with the by-pass pipe 57, whereupon the full pressure of air from the main reservoir will be delivered from the by-pass pipe 57 Ainto the air-passage 52 of the plunger-valve and thence into the piston-chamber 15. By reason of the greater impact area of the piston 37 as compared to the area of the cut-off valves 10 and 10a a superior pressure will be exerted upon the piston 37, causing the unseating of the cut-0E valve` 10L and the seating of the valve 10 upon the main-valve seat 9 of the casing 7. This entirely cuts od the main reservoir from the cngineers brake'- valve, and the air from the train-line or brake-pipe Iinds lrelief through said valve, the valve-casing 7, the airports 17 of the valve-seat 16, the air-chamber 14, ail-vent 22, past. the air-release valve 25, through the tubular adj usting-nut 26, audthence through the blow-oft whistle 32. Provision is thus made for immediately reducing the pressure of air in the train-line or brake-pipe, and consequently permitting the air inthe auxiliary reservoir to operate the triple valve so as to bring the auxiliary reservoir ,in communication with the brake-cylinder, and thus secure an application of the brakes.V At this point it may be stated again that the spring 2 7 is adj usted to any suitable working pressure, according to the distance within which the train is desired to be stopped upon the automatic operation of theaircontrolling mechanism.

With the engineers brake-valve cut olf from communication with the mainvreservoir the engineer is utterly unable to manipulate the valve so as to release the brakes, inasmuch as it requiresthe superior or excess pressure in the main reservoir. to securethe readjustment of the triple valve and open 11p communication from the train-line or brake- IOO IIO

pipe to the auxiliary reservoir. Therefore with the parts of the apparatus set in the positions described the only effective manipulation of the handle of the engineers valve'can be to either the service or emergency stops, which, however, would secure a greater release of air with a consequent tighter lsetting of the brakes. This is an important feature of the invention, because the setting of the brakes is accomplished automatically without any eort on the part of the engineer.

At the time communication is out o between the main reservoir andthe engineers brake-valve andthe train-line or brake -pipe pressure is reduced through the releasevalve, the blow-oit whistle 32 will sound an alarm as' long as the air is escaping andthe brakes being set, and consequently signals the engineer to shut off his throttle.

To make provision for the releasing of the brakes, it is necessary to open a circuit throughthecontrolling-magnet45.f Thismay .be accomplished by arranging a suitable switch 60 in the line of the circuit for the mag- IZO llenandprefe'mbly'io'caang Said switch' in the l engin'eers cab'fo'rconvenientcontrol. When the track is againv clear and thetrain may passfwith safety', the engineer opens the switch 60, thereby'opening the electrical circuit and causing a denergization of the controlling-magnet 45. When this takes l place, the retract-ing or settingspring 50a" moves the inlet-duct out of register with the port 55', and thus cuts 0E communication with'4 theby-'pass pipe 57, and at the same time the exhaust-duct iis brought into commu'nicsation Awith theexhaust-port 58 and the blow-'oft Whistle 59. Thereupon the 'readjustirig-spri-ng38,l assisted in a measure :by tliepressur'e of 'air upon the valve 10, moves the valve-actuating piston-37 outward,'cau`s inggtheiunseating of the valve l0, the reseating of the valve 10a, and the exhausting of the air' fromthe piston-chamber through the l blow-0E whistle 59, thereby giving an f O K' signal to indicate that the'apparatus is reset and the7 engineerY is again in full control of the excess pressure ofthe main reservoir to act'uate 'the "triple valves, for4 the release of the brakes.

" ,'Fro'm the foregoing itis thought that the construction, operat-ion, and many advantages of the herein-described automatic brake setting and signaling apparatus will be readily apparent to those familiar with the art -Without further description, and itwill be understood that various changes in the form, proportion, and' minor details of construction may be resorted to without'departing from the Aprinciple or sacrificing any ofthe advantages of this invention.

i Having thus described the invention, what is Vclaimed as new, and desired to be secured by'Letters Patent, is f 1., In an apparatus of the class described, thecombination with the engineers brakevalve and main reservoir, of means, interposed betweenthe main reservoir and the en- 'gine'ers brake-valve, for automatically cuttlngoil the excess pressure of said reservoir Yfrom the valve and simultaneously releasing the pressure in the train-pipe, substantially as set forth.

" 2. 'In an apparatus of the class described, the'eombination with the main reservoir and engineers brake-valve of an air-brake sysl tem, of an air-controlling mechanism connectedwith the pipe between the reservoir and the brake-valve, and having means for automatically 'cutting 'o communication between the reservoir and said valve, and simultaneously releasing the pressure in the train-pi pe, substantially as set forth.

3. In an apparatus of the class described,

and thus providev etais-I and simultaneously releasing' the `pressure in the train-pipe-and sounding a continuous alarm during such release of ythe air-pressure, substantially asset forth, f

et. In an apparatus of lthe class described, the combination with the main reservoir and the engineers brake-valve of'an air-brake system, ofan aircontrollingmechanism interposed between the main reservoir and said valve and having means for automatically cutting oii communication between the reservoir and the brake-valve and simultaneously releasing the pressure in the train-pipe, saidinechanis'm also havingmean's for sounding a continuous alarm during the releasing of the air-pressure in the train-pipe, and a separate alarm or signal upon therestoration of communication between the main, reservoir and the engineers brake-valve, substantially as setforth. l h '5. In anapparatus of the class described, an air-controlling mechanism'i'nterposed between the main reservoir and the engineers brake-valve of an air-brake system, and having al main valve casing provided with a through passage-way and with air-'escape ports, a pair of cut-oit valves arranged respectively to Vclose the through passage-Way and saidA air-escape ports, and common means for automatically actuating said valves, substantiallyas set forth. i

'6. In an apparatus of the class described, an air-controlling mechanism having a mainvalve casing interposed in the pipe between the mainV reservoir Vand the engineers brakevalve of'an air-brake system, said valve-casing being provided Vwith an interior ported seat, and beyond and in the transverse plane of said seat, with air-escape ports, a pairof spaced cut-off valves arranged to reciprocate within the valve-casing and adapted to respectively cover said ported seat and the airescape ports, and common means for automatically actuating said Valves to alternately carry the same to and from their seats, substantially as set forth. p

7. In an apparatus of the class described, an air-controlling mechanism having a mainvalve casing iitted to the main-reservoir delivery-pipe of an air-brake system', and provided with an interior cut-'0E seat and with lateral air-escape ports, an airrelease valve in communication with said ports, and a pair of automatically-actuated cut-od valves working within the main-valve casing and respectively coperating with theY interior cut-olf seat andsaid air-escape ports,subs`tantially as set forth. l

8.. In an apparatus of the class described, an air-controlling mechanism having a mainvalve casing fitted to the main-reservoir delivery-pipe of an air-brake system, and provided With an interior cut-0E seat and with lateral air-escape ports, an air-escapel chamber in communication with said air-escape ports, an air-release' valve connected with said air-escape chamber, and a pair of auto- IOO IIO

matically actuated cut-off valves Working within the main-valve casing and respectively cooperating with said interior cut-od seat and the air-escape ports, substantially as set forth.

9. `In an apparatus of the class described, an air-controlling mechanism having a mainvalve casing fitted to the main-reservoir delivery-pipe of an air-brake system, and provided with an interior cut-off seat and air-escape ports, an air-escape chamber in columnnication With said ports, a combined air-release valve and signal device connected with said air-escape chamber, and a pair of automaticallyactuated cut-olf valves Working Within the main-valve casing and adapted toV alternately cover respectively the interior cut-olf seat and said air-escape ports, substantially as set forth.

10. 'In an apparatus of the class described, an air-controlling mechanism comprising a main-valve casing fitted to the main-reservoir delivery-pipe of an air-brake system, and provided with an interior cut-off seat, air-escape ports, an air-escape chamber in communication With said ports, a combined air-release valve and signal device connected with said air-escape chamber, said combination device being provided with an adjustable air-release valve, and a pair of automatically-actuated cut-off valves Workingwithin the. main-valve casing and respectively cooperating with said interior cut-off seat and said air-escape ports,

substantially7 as set forth.

1l. In an apparatus of the class described,

an air-controlling mechanism comprising aV blow-off Whistle at its opposite end, an air-` release valve Working over the ported seat,l and valve-regulating means within the casing, substantially as set forth.

12. In an apparatus of the class described, an air-controlling mechanism comprising a main-valve casing fitted to the main-reservoir delivery-pi pe of an air-brake system, and provided with an interior cut-off seat and side air-escape ports, an air-escape chamber in -cOmmunication with said ports, automaticseat and having an extended stem, a regulating-spring arranged over the valve-stem and bearing at one -end upon the valve, and a tubular nut adjustably mounted Within the casing and coupling the sections thereof together, said nut being arranged to bear upon the spring at one end thereof to regulate its tension, substantially as set forth.

13. In an apparatus of the class described, an air-controlling mechanism comprising a main-valve casin g fitted to the main-reservoir delivery-pipe of an air-brake system, and provided with an interior cut-off seat and side air-escape ports, cut-off valves respectively cooperating With the interior cut-off seat and said air-escape ports, and means for automatically uncovering the air-escape ports and closing the passage-Way through the mainvalve casing by the direct pressure of the air from the main reservoir, substantially as set forth.

14. In an apparatus of the class described, an air-controlling mechanism comprising a main-valvecasing fitted to the main-reservoir delivery-pipe of an air-brake system, and having air-escape ports, and means for simultaneously uncovering the said airescape ports to place the same in communication with the engineers brake-valve and closing the passage-Way through the-main-valve casing by the direct pressure of airfrom the main reservoir, substantially as set forth.

15. In an apparatus of the class described, an air-controlling mechanism comprising a main-valve casing fitted to the main-reservoir deliver 7-pipe of an air-brake system, and have ing air-escape ports, valves for respectively closing the passage-way through the` mailivalve casing and the said air-escape ports, means for utilizing the direct pressure of air from the main reservoir to uncover the airescape ports and to close the `passage-Way through the valve-casing, and an electricallyactuated valve for automatically admitting and cutting 0E the motive supply of air from the main reservoir for actuating the `mechanism,substantially as set forth.

1G. In an apparatus of the class described, an air-controlling mechanism comprising a main-valve casing iitted to the main-reservoir delivery-pipe of anair-brake system, and provided with air-escape ports, the main-valve` stem carrying the valves for respectively covering the air-escape ports and the main cut-od seat of the valve-casing, a pistonchamber, a piston working Within said chamber and fitted to said valve-stem, a by-pass connection with the main-reservoir deliverypipe for supplying air to the piston-chamber for actuating the valves in one direction, and an electrically-operated valve for automatically cutting off and opening up 'communication with the said by-pass connection, substantially as set forth.

17. In an apparatus of the class described, an air-controlling mechanism having a mainvalve casing fitted tothe main-reservoir de- IOO IIO

livery-pipe of an air-brake system, and provided with air-escape ports, a main-.valve stem carrying a pair of cut-OEE valves work; ing Within the main -valve casing, a piston-chamber, a Valve-actuating piston working in saidchamber and connected with thev separate valve-casing and arranged to cut oi and open up communication with said bypass pipe, substantially as set forth.

. 18. In an apparatus of the class described, an air-controlling mechanism comprising a main-valve casing fitted to the main-reservoir delivery-pipe of an 'air-brake system, and

provided with air-escape ports, a lnain-valve stem carrying a pair of cut-o valves working in the main-valve casing and also carrying at the end opposite said valves, a valve- -actuating piston, a reducin g-sprin g arranged at one side of the said piston, a plunger-Valve casing -in communication with the pistonchamber, at one side of the piston therein, a blow-off signal fitted to the plunger-valve casing, a by-pass pipe connecting the mainreservoir delivery-pipe with said plungervalve casing, and an automatically-operating and electrically-actuated plunger-valve Working in said plunger-Valve casing andprovided with a longitudinal air-passage and separate air inlet and exhaust ducts adapted to revspectively communicate with the hy-pass pipe and said blow-off whistle, substantially as set forth. f .y c. -f

19. In an apparatus of the class described, an air controlling mechanism comprising a main-valve Casin g fitted to the main-reservoir delivery-pipe of an air-brake system,and having air-escape ports, a main-valve stem carrying cut-off valves working within the mainvalve casing, and also carrying avalve-actuating piston, a piston-chamber housing the said piston, a spring arranged at one side of the piston, a pl linger-valve casing in communication with the piston-chamber, a magnetcase connected with the plunger-valve 4casing, a controlling-magnet housed within said magnet-case and having an armature, a blowolf whistle tted to the plunger-valve casing, a icy-pass pipe connecting the plunger-valve casing with the main-reservoir delivery-pipe, a reciprocating plunger-valve connected with the armature of the controlling-magnet, and provided with a longitudinal air-passage and with separate inlet and exhaust ducts adapted to respectively communicate with the blowoi whistle and said icy-pass pipe, and a spring arranged to engage with the plunger-valve for moving the same in one direction, substantially as set forth.

In testimony that I claim the foregoing as my own I have hereto ailxed my signature in the presence of two Witnesses.

CHARLES BERGMANN. 

